JP2006151610A - Speed governor for elevator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrict deterioration of detecting accuracy of a speed governor for detecting car speed by using a guide rail arranged in the vertical direction in a hoistway of an elevator. <P>SOLUTION: The speed governor for an elevator is structured of a plurality of pulleys fitted to the car 11 of the elevator, which vertically moves in the hoistway, to rotate in the same plane, an annular belt 8 wrapped to be brought in contact with the pulleys and arranged so that an outside surface thereof abuts on the guide rail 20 extended in the vertical direction in the hoistway and for rotating the plurality of pulleys, while elevating the car 11 and while rotating around the plurality of rotating bodies, and a detecting mechanism for detecting whether elevating speed of the car exceeds the predetermined speed or not on the basis of rotation of one of the plurality of pulleys. At least two of the plurality of pulleys are arranged opposite to the guide rail 20, and the belt 8 is pushed to the guide rail 20 through the rotating bodies arranged opposite to the rail. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an elevator governor that is attached to an elevator car and detects the speed of the car using rails.

  A conventional elevator speed governor is installed in a machine room in an elevator having a machine room, and is installed in a hoistway in an elevator without a machine room. These speed governors detect the speed of the car using a speed governor rope connected to the car. However, in recent years, a speed governor installed in a car has been proposed for space saving and cost reduction. Patent Document 1 proposes a governor that detects an elevator speed by rotation of a guide roller that is pressed against a rail (hereinafter also referred to as a guide rail). Specifically, the car is stopped using the centrifugal force of the flyweight that rotates in synchronization with the guide roller. Further, in Patent Document 2, a cage speed is obtained by using a magnetic drag that a magnet receives due to an eddy current generated in the guide rail when the magnet moves in parallel with the cage by taking a gap in the guide rail. A speed governor for detecting the above is disclosed.

JP 2001-158579 A (3rd page, FIG. 1) Japanese Patent Laid-Open No. 5-147852 (page 3, FIGS. 1 to 3)

  In the speed governor that detects the elevator speed using the guide roller in Patent Document 1 described above, a slip may occur between the guide rail and the guide roller. For this reason, a deviation occurs between the rotation of the guide roller and the car speed, and the car speed may not be detected accurately. Elevator governors require high-accuracy speed detection to reliably stop the car when a predetermined speed is exceeded, but due to the slip that occurs between the above-mentioned guide rail and guide roller. Speed detection accuracy may deteriorate. Moreover, in the governor described in Patent Document 2 that detects a car speed using a magnet arranged against the guide rail, the speed controller is installed on the car due to an error in installing the guide rail, bending of the rail, or vibration of the car. The distance between the rail and the magnet varies due to the shake of the magnet. Variation in the distance between the rail and the magnet causes the magnetic drag generated in the magnet to vary. This fluctuation of the magnetic drag may increase the car speed detection error.

  The subject of this invention is suppressing the fall of the detection accuracy of the governor which detects a cage | basket | car speed using the guide rail arrange | positioned in the up-down direction in the hoistway of an elevator.

  The above-described problems are: a plurality of rotating bodies that are attached to an elevator car that moves up and down the hoistway and rotate in the same plane, and are wound around the rotating bodies so that the outer surface is vertically directed to the hoistway. And an annular transmission that rotates around the plurality of rotating bodies as the car is moved up and down, and rotates the plurality of rotating bodies. And a transmission mechanism for detecting whether or not the elevator moving speed exceeds a predetermined speed based on one rotation of the vehicle, wherein the transmission body is in contact with the rail in a vertically long region. Achieved by machine.

  According to the above configuration, since the transmission member that rotates in contact with the rail contacts the rail in a region that is long in the vertical direction, the slip between the transmission member and the rail is reduced, and the detection accuracy of the car speed is reduced. It is suppressed.

  Further, at least two of the plurality of rotating bodies are arranged to face the rail, and biasing means for pressing the transmission body against the rail via the rotating body arranged to face the rail is provided. It is desirable. By pressing the transmission body against the rail by the urging means, the frictional force between the transmission body and the rail is increased, and the slip between the both is further reduced.

  If the transmission body is formed of an annular belt and the portion of the belt that contacts the rail is shaped to sandwich the rail, there is an effect of further increasing the frictional force between the transmission body and the rail.

  Further, the plurality of rotating bodies are constituted by sprockets, and the transmission body is constituted by a chain meshing with the sprockets, respectively, and an elastic body containing rubber is attached to a contact surface of the chain with the rail, A guide plate that guides a surface of the chain that engages with the sprocket may be provided at a portion of the chain facing the rail, and the chain may be pressed against the rail via the guide plate.

  Further, the transmission body is constituted by a toothed belt provided with teeth on the surface on the side in contact with the rail, and the surface of the rail in contact with the transmission body is provided with teeth that mesh with the toothed belt. Also good.

  According to the present invention, a decrease in the car speed detection accuracy of an elevator governor that detects a car speed using a guide rail can be avoided.

(Embodiment 1)
Embodiment 1 of the present invention will be described below with reference to FIGS. FIG. 1 is a perspective view showing a configuration of an elevator governor according to Embodiment 1 of the present invention. The elevator car 11 is provided with an emergency stop device 5 for stopping the elevator car 11 and an elevator governor for operating the emergency stop device 5. The elevator governor is installed in the elevator car. The emergency stop device 5 is operated when the detected speed of the car 11 is detected and the detected speed becomes larger than a specified value. FIG. 2 is a side view showing the elevator governor and the safety device 5.

  As shown in FIG. 2, the car 11 is installed on the car frame 1 via a vibration isolating rubber 12, and a sling 17, which is a vertical member, is attached to the car frame 1 along the outside of the car 11. It has been. The speed detection device 13 that forms a part of the elevator governor is installed on the upper part of the sling 17, but may be installed on an intermediate part of the sling 17.

  The illustrated elevator speed governor includes a frame member 13a supported by a car frame 1 and a sling 17 of a car 11, and a plurality of pulleys 21a to 21c that are supported by the frame member 13a and are rotating bodies that rotate in the same plane. , 22a, 22b, belt 8 which is an annular transmission wound around the plurality of pulleys 21a-21c, 22a, 22b, and biasing means for biasing the pulleys 21a-21c toward the belt 8. And a speed detection device 13 configured to include a rotation mechanism 9d connected to the pulley 22b and a detection mechanism that detects whether the speed of the car 11 exceeds a predetermined speed. Yes.

  The detection mechanism is connected to the pulley 22b by a rotary shaft 9d, and rotates in synchronization with the pulley 22b. The copper disc 6, a bearing (not shown) that supports the rotary shaft 9d, and the axial surface of the disc 6 A plurality of magnets 7 facing each other with a certain gap, a magnet attachment member 14 attached to one end of a rotary shaft 15 to which the magnet 7 is attached and rotatably supported, and attached to the other end of the rotary shaft 15 The cam 2 that rotates in synchronization with the magnet mounting member 14 is interposed between the magnet mounting member 14 and a member (not shown) supported by the car 11 to restrict the rotation of the magnet mounting member 14. And a spring 16. The spring 16 also serves to return the magnet mounting member 14 to the reference position when the disk 6 is not rotating.

  As shown in FIG. 3, the pulleys 21 a to 21 c are arranged in a line in the vertical direction with the outer peripheral surface facing the guide rail 20, the rotation axis is horizontal, and the rotation surfaces are aligned. The intervals between the guide rail 20 and the outer peripheral surfaces of the pulleys 21a to 21c facing the guide rail 20 are the same. The rotation surfaces of the pulleys 21a to 21c are vertical surfaces that are orthogonal to the surfaces of the guide rail 20 facing the pulleys 21a to 21c. The rotation shafts 9a, 9b, and 9c of the pulleys 21a to 21c are supported by pulley support members 10a, 10b, and 10c, respectively, and the pulley support members 10a, 10b, and 10c are shaft members that are parallel to the rotation shaft and detect the speed. The frame member 13 a of the device 13 is pivotally attached.

  Further, as shown in FIG. 3, one end of the pulley support members 10a, 10b, and 10c is fixed between a portion that pivotally supports the rotation shaft and a portion that is pivotally attached to the shaft member. Springs 23a to 23c, which are urging means for urging 10a, 10b, and 10c in the belt 8 direction, are attached. The other ends of the springs 23 a to 23 c are fixed to the frame member 13 a of the speed detection device 13. Note that the pressing force of the springs 23a to 23c urging in the belt 8 direction can be adjusted.

  The pulley 22a is disposed at a position above the pulley 21a and away from the guide rail 20, and the pulley 22b is disposed at a position below the pulley 21c and away from the guide rail 20, respectively. The rotary shafts 9e and 9d supported by the member 13a are pivotally supported. The rotating shaft 9d extends to the outside of the frame member 13a, and the disk 6 is fixed to the end of the rotating shaft 9d in parallel with the rotating surfaces of 21a to 21c as described above.

  The belt 8 is pressed by the springs 23a to 23c through pulleys 21a to 21c on the surface of the guide rail 20 that extends in the vertical direction in the hoistway of the car 11 and faces the car 11, so that the belt 8 As the car 11 moves up and down, it moves in the vertical direction by the frictional force generated between it and the guide rail 20.

  The surface of the belt 8 that contacts the guide rail 20 may be a flat surface, but may be a surface on which a groove-like recess is formed as shown in FIG. FIG. 4 is a cross-sectional view of the belt 8 as seen from a plane orthogonal to the longitudinal direction. In the example shown in FIG. 4, a groove-like recess extending in the longitudinal direction is formed on the surface of the belt 8 that contacts the guide rail 20. In the cross section of FIG. 4A, the shape is recessed in a square shape, and FIG. 4B is the shape recessed in a V shape. Since the cross-sectional shape of the belt 8 is recessed like this and the guide rail 20 is sandwiched by the belt 8, the frictional resistance generated between the belt 8 and the guide rail 20 when abutting against the guide rail 20 increases. The effect of preventing slippage between the belt 8 and the guide rail 20 can be provided.

  The operation of the apparatus having the above configuration will be described below. When the car 11 is lowered, the belt 8 moves upward by a frictional force generated between the car 8 and the guide rail 20. According to the upward movement of the belt 8, that is, the rotation of the belt 8 around the pulleys 21a to 21e (clockwise rotation in FIG. 3), the pulleys 21a to 21c, 22a and 22b around which the belt 8 is wound are clocked. The rotating shaft 9 that rotates around and supports the pulley 22b also rotates at the same time. The disk 6 attached to one end of the rotating shaft 9d also rotates as the belt 8 rotates.

  When the disk 6 is rotated, an eddy current is generated in the disk 6 due to the effect of the magnet 7 that is opposed to the disk 6 with a certain gap. On the other hand, a magnetic drag proportional to the rotational speed of the disk 6 is generated in the magnet 7 in the direction of suppressing the rotation of the disk 6 due to the influence of the eddy current generated in the disk 6. This magnetic drag acts in a direction to suppress the rotation of the disk 6. Relatively, the magnet 7 receives a force drawn in the rotation direction of the disk 6, and the magnet mounting member 14 to which the magnet 7 is mounted rotates in the same direction as the disk 6 about the rotation shaft 15. Since the spring 16 is attached to the magnet attachment member 14 as described above, the rotation angle of the magnet attachment member 14 is an angle at which the magnetic drag force and the resistance force of the spring 16 are balanced. For this reason, the rotation angle of the magnet mounting member 14, that is, the rotation angle from the reference position of the rotation shaft 15 and the rotation speed of the disk 6 are substantially proportional to each other. It is possible to measure the speed of the car 11. The reference position here is the rotational position of the magnet mounting member 14 when the disk 6 is not rotating, that is, when the car 11 is stationary.

  Since the cam 2 is attached to the other end of the rotating shaft 15, the cam 2 rotates together with the magnet attachment member 14 by an angle corresponding to the rotational speed of the disk 6 as the disk 6 rotates.

  The cam 2 is provided with a notch so that the emergency stop device 5 can be operated when the speed of the car 11 exceeds a certain percentage of the specified speed. Further, a pulling bar 3 a connected to the safety device 5 is in contact with the lower surface of the cam 2. A roller 3c is attached to a portion of the pulling bar 3a that contacts the cam 2 in order to reduce frictional resistance. A pulling bar 3 b is coupled to the lower side of the pulling bar 3 a, and the pulling bar 3 b is urged upward by a push spring 4. Accordingly, the force for urging the pulling bar 3b upward by the pressing spring 4 is applied to the cam 2 via the roller 3c. The lower end of the pulling bar 3 b is connected to the safety device 5.

  The emergency stop device 5 is a U-shaped member fixedly disposed on the sling 17 of the car outer wall so as to sandwich the guide rail 20, and is disposed between the lateral side of the U-shaped member and the guide rail 20 and at the lower end of the lifting bar 3 b. And a wedge-shaped member (wedge) that is connected and spreads downward. The lateral side of the U-shaped member facing the wedge forms an inclined surface whose upper side is inclined in a direction approaching the guide rail 20. When the pulling bar 3 b is pulled upward, the wedge is pressed against the guide rail 20. It is designed to move.

  When the car 11 reaches a predetermined speed at which the emergency stop device 5 should be operated, the cam 2 rotates to a position where the roller 3c comes into contact with the notched portion. The roller 3c is urged upward by the action of the push spring 4 in the middle of the pulling bar 3b, and rotates while contacting the outer peripheral surface of the cam 2 as the cam 2 rotates. When it comes to a certain place, it moves upward along the notch, and the pulling bar 3a also moves upward accordingly. At the same time that the pulling bar 3a moves upward, the pulling bar 3b also moves upward, and the wedge of the safety device 5 is pulled up. The pulled-up wedge moves along the inclined surface on the side opposite to the wedge of the U-shaped member and is pressed against the guide rail 20. When the wedge and the guide rail 20 come into contact with each other, a force for moving the wedge further upward is applied to the wedge, and the wedge is further pushed against the guide rail 20 by moving upward. That is, the wedge bites between the U-shaped member and the guide rail 20, and the car 11 stops.

  Here, the mechanism for operating the emergency stop device 5 using the magnet 7 disposed opposite to the rotating disk 6 has been described. However, the emergency stop is performed using the centrifugal force of flyweight described in Patent Document 1. It is good also as a system which operates the apparatus 5. FIG.

  According to the present embodiment, the belt 8 wound around the plurality of pulleys 21a to 21c, 22a, and 22b rotates in contact with the guide rail 20, and the guide among the plurality of pulleys. The belt 8 is pressed against the guide rail 20 by pulleys 21a to 21c which are arranged facing the rail 20 and are urged in the direction of the guide rail 20 by springs 23a to 23c. As a result, the contact length between the guide rail 20 and the belt 8 is increased, the frictional force generated between the guide rail 20 and the belt 8 is increased, and the slip between the guide rail 20 and the belt 8 is suppressed, so that the car Thus, a decrease in speed detection accuracy of 11 is avoided. If the cross-sectional shape of the belt 8 is as shown in FIG. 4, the slip suppression effect is further increased.

In the above embodiment, the springs 23a to 23c are used as the urging means. However, for example, an air cylinder using a gas expansion force may be used.
(Embodiment 2)
Next, a second embodiment of the present invention will be described with reference to FIG. The present embodiment is different from the first embodiment in the speed detection device 13 and other components are the same as those in the first embodiment, and therefore, illustration and description of the other components are omitted.

  The speed detector 13 of the present embodiment is supported by a frame member 13a, sprockets 30a and 30b pivotally supported by the frame member 13a, a chain 31 wound around the sprockets 30a and 30b, and the frame member 13a. The chain 31 includes a chain guide 33 which is a guide plate for guiding a portion facing the guide rail 20. A rubber-based elastic member 32 is attached to the contact surface of the chain 31 with the guide rail 20 to alleviate the impulsivity when the chain 31 and the guide rail 20 come into contact with each other. The sliding force between the chain 31 and the guide rail 20 is prevented.

  The rotating shaft 9d shown in FIG. 2 is attached to the sprocket 30b. The chain guide 33 is configured such that both ends in the vertical direction are pivotally supported by the frame member 13a, and an intermediate portion is formed in a shape that bulges toward the guide rail 20 with a gentle curve due to the elasticity of the chain guide 33 itself. The chain 31 is guided by the chain guide 33 on the side meshing with the sprockets 30a and 30b, and the chain 31 is pressed against the guide rail 20 by the elasticity of the chain guide 33 itself. In addition, the frictional force between the chain 31 and the guide rail 20 is increased.

  With the above configuration, the chain 31 guided by the chain guide 33 and pressed against the guide rail 20 moves up and down by the frictional force generated between the guide rail 20 and the chain 31 according to the elevation of the elevator, With this movement, the sprockets 30a and 30b rotate. The rotation of the sprocket 30b is transmitted to the disk 6 by the rotating shaft 9d, and the subsequent operation is as described in the first embodiment.

  According to the present embodiment, the frictional force between the chain 31 and the guide rail 20 is increased, and as in the first embodiment, there is an effect of suppressing a decrease in speed detection accuracy.

In this embodiment, the chain guide 33 itself functions as an urging means, and the chain 31 is pressed against the guide rail 20 by the elasticity of the chain guide 33 itself. In addition to this, a spring or an air cylinder is used. The chain guide 33 may be biased toward the guide rail 20 by the biasing means. Further, instead of using the elasticity of the chain guide 33 itself, the chain 31 may be urged toward the guide rail 20 by a separately provided urging means.
(Embodiment 3)
A third embodiment of the present invention will be described with reference to FIG. The present embodiment is different from the first embodiment in that a toothed belt 41 is used instead of the belt 8, and the toothed rail 40 is vertically moved so as to mesh with the toothed belt 41 in the hoistway. And tension pulleys 42a to 42j and pulleys 43a and 43b are provided instead of the pulleys 21a to 21c and the pulleys 22a and 22b. Since other configurations are the same as those of the first embodiment, illustration and description thereof are omitted.

  The toothed belt 41 is wound around tension pulleys 42a to 42j and pulleys 43a and 43b attached to the frame member 13a, and the toothed belt 41 engaged with the toothed rail 40 is moved up and down as the elevator is raised and lowered. As a result, the tension pulleys 42a to 42j and the pulleys 43a and 43b rotate. A plurality of tension pulleys 42b to 42d are arranged at equal intervals with the toothed rail 40, and the toothed belt 41 is completely engaged with the toothed rail 40 in a range from the tension pulley 42b to the tension pulley 42d. ing.

  2 is attached to the pulley 43b, and the rotation of the pulley 43b is transmitted to the disk 6 by the rotation shaft 9d. The subsequent operation is as described in the first embodiment.

  According to the present embodiment, the toothed belt 41 is completely meshed with the toothed rail 40 between the tension pulleys 42b to 42d, so that there is no slip between the toothed belt 41 and the toothed rail 40, and the embodiment described above. Similar to 1, there is an effect of suppressing a decrease in speed detection accuracy.

It is a perspective view which shows the structure of the elevator governor which concerns on Embodiment 1 of this invention. It is a side view of the elevator governor shown in FIG. It is a front view of the speed detector of the elevator governor shown in FIG. It is sectional drawing which shows the belt of the speed detection apparatus shown in FIG. It is a front view which shows the speed detector of the elevator governor which concerns on Embodiment 2 of this invention. It is a front view which shows the speed detector of the elevator governor which concerns on Embodiment 3 of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car frame 2 Cam 3 Lifting rod 4 Push spring 5 Emergency stop device 6 Disk 7 Magnet 8 Belt 9a, 9b, 9c, 9d Rotating shaft 10a, 10b, 10c, 10d Pulley support member 11 Riding car 12 Anti-vibration rubber 13 Speed detection Device 14 Magnet mounting member 15 Rotating shaft 16 Spring 17 Sling 20 Guide rail 21a to 21d, 22a, 22b Pulley 23a, 23b, 23c Spring 30a, 30b Sprocket 31 Chain 32 Elastic member 33 Chain guide 40 Toothed rail 41 Toothed belt 42 Tension pulley 43a, 43b Pulley

Claims (5)

  A plurality of rotating bodies that are attached to the elevator car that moves up and down the hoistway and rotate in the same plane, and are wound around the rotating bodies so that the outer surface extends vertically to the hoistway. An annular transmission that is arranged in contact with the rail and rotates around the plurality of rotating bodies as the car is moved up and down, and one rotation among the plurality of rotating bodies An elevator speed governor comprising a detection mechanism for detecting whether or not the speed of raising and lowering the car exceeds a predetermined speed based on the above, and wherein the transmission body is in contact with the rail in a vertically long region.   2. The elevator governor according to claim 1, wherein at least two of the plurality of rotating bodies are arranged to face the rail, and the transmission body is arranged via the rotating body arranged to face the rail. An elevator governor comprising urging means for pressing against the rail.   The elevator governor according to claim 1 or 2, wherein the transmission body is configured by an annular belt, and a portion of the belt that contacts the rail has a shape sandwiching the rail. Governor.   2. The elevator governor according to claim 1, wherein the plurality of rotating bodies are sprockets, and the transmission body is a chain that meshes with the sprockets. An elastic body containing rubber is mounted, and a guide plate for guiding a surface of the chain that engages with the sprocket is provided at a portion of the chain facing the rail, and the biasing means Is configured to press the chain against the rail through the guide plate. 2. The elevator governor according to claim 1, wherein the transmission member is a toothed belt having teeth on a surface on a side where the transmission member abuts on the rail, and a surface of the rail that contacts the transmission member is formed on the toothed belt. An elevator speed governor comprising meshing teeth.

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